WHAT IS THIS REPORT?
This compares what is for sale THIS WEEK for the stated period versus what was for sale LAST WEEK...It does NOT compare to last year or now (UNLESS OTHERWISE STATED).

HOWDO I READ IT?
XXX-YYY DEC 4>5 JAN 4>5 ; means that the listed airline changed the frequency between the two airports to add from 4 to 5 roundtrips in December and January. No other months were changed. I only list one direction, although it is possible the listed change is only one way. It is too difficult to average the two directions. I assume the change is roundtrip and that is most often the case.

HOW ARE THE DAILY DEPARTURES CALCULATED?
This report uses total operations for the month listed, divided over the days in the month.

WHAT ARE THE FRACTIONAL FLIGHTS?
Non-daily operations create fractional weekly service. In most cases flights are rounded, but in the case of international service or markets with low frequency, fractions are shown. If a flight operated 5 days out of 7, it would show 0.8 flights.

WHY ARE THERE WEIRD FREQUENCIES INFAR AWAY MONTHS FOR LCCs?
Most airlines publish schedules 11 months in advance. This report covers the next 9 months. That avoids seeing schedules as they are loaded. Several LCCs load their schedules less than 9 months into the future. Their schedules may also end mid-month. If B6 loads their schedule until Jan15, all flights in Janaury will show half frequency because of the way the report is created.

WHY IS A WHOLE AIRLINE'S SCHEDULE SHOWN AS CHANGING FOR A FUTURE MONTH?
Similarly to the previous question, some airlines load their schedule from nothing inside the 9 month window of this report. When their schedule is extended it will show as new service because there was no previous schedule to compare to. In some instances I will show a more valid comparison against another period.

THOSE FLIGHTS AREN'T DELTA, THEY ARE PINNACLE
This report only shows the marketing code. It is too complicated to show all the operators.

THE FREQUENCIES MAY HAVE CHANGED AS YOU SHOW, BUT THE SEATS DIDNT CHANGE BECAUSE OF EQUIPMENT SWAPS
That is a natural weakness of a frequency based report, but it provides something to discuss below.

THE FREQUENCY DOESN'T SHOW A CHANGE, E.G. 4>4
This happens as a result of rounding. There is a change in service that is large enough to be listed, but through rounding it does not appear. I marked some of the ones I thought were interesting with an "*".

F9 also is dropping BKG-PHX, I wonder if BKG is out of money or remaking Branson Air Express.
*FL BKG-HOU DEC 0.6>0.1 APR 0.9>0.3 MAY 1.0>0.5
*FL BKG-MDW DEC 0.5>0.0 APR 1.0>0.4 MAY 1.1>0.5 JUN 0.1>0.0
FLBWI-BKG DEC 0.2>0.1
FLBWI-SJU JAN 2>1.9
FL MKE-CUN MAY 0>0.1
This was just added a week or so ago.
*FLPIT-CUN MAY 0.1>0

I wouldn't look too much into it. There were a few routes out of IAD (EZE, DME, ACC) that had a decent chance of being moved to EWR because of their unique nature. We'll see what happens with DME/ACC, but I wouldn't be surprised if they get moved to EWR.

However, with UA also moving the 2nd EWR-DUB and 2nd EWR-MAN to IAD, it's pretty clear that IAD is still going to be a pretty important international gateway for UA.

Quoting FlyPNS1 (Reply 1):There were a few routes out of IAD (EZE, DME, ACC) that had a decent chance of being moved to EWR because of their unique nature. We'll see what happens with DME/ACC, but I wouldn't be surprised if they get moved to EWR.

Quoting FlyPNS1 (Reply 1):However, with UA also moving the 2nd EWR-DUB and 2nd EWR-MAN to IAD, it's pretty clear that IAD is still going to be a pretty important international gateway for UA.

Basically EWR gets the heavily local routes and IAD gets the heavily connecting routes. That makes sense, but is it sustainable long term? It will definitely make EWR more profitable and IAD less profitable. Heavily local routes are by definition more profitable than connecting-based routes.

Quoting BoeingGuy (Reply 4):I thought B6 was ending BOS-SJC. Does this mean the route will continue?

It ends in JAN, resumes in MAY.

Quoting skoker (Reply 5):Didn't see this coming, wasn't this one of B6's founding routes?

This appears to be more than a slight upgauge in frequency on some long stage lengths. Is US getting the extra lift from other routes they are cutting, or from new planes being delivered? Maybe preempting AS to keep them off these.

I'm not surprised that FL's new WN management is making cutbacks at BKG. Chances are that FL is bleeding at BKG more than the airport/hotel exclusive route subsidies (that are only possible because BKG doesn't receive FAA funding) can cover.

I wouldn't be surprised if WN management cuts BKG completely.

All opinions stated are strictly personal and not those of the FWACAA or my employers.

Quoting enilria (Reply 8): Heavily local routes are by definition more profitable than connecting-based routes.

Yes, but the contrast with, say, US and PHL and CLT is that IAD has pretty healthy international O&D and is much less fragmented than NYC. UA's share of, say, WAS-LON or WAS-PAR is almost assuredly a lot higher than CO's share of NYC-LON and NYC-PAR, and it wouldn't shock me if the number of local passengers carried on a route like IAD-LHR is almost as high as the number carried on EWR-LHR.

Quoting enilria (Reply 8):Basically EWR gets the heavily local routes and IAD gets the heavily connecting routes. That makes sense, but is it sustainable long term? It will definitely make EWR more profitable and IAD less profitable.

But that's assuming that IAD-EZE was heavily local and that IAD-DUB and IAD-MAN will be mostly connecting, however you have nothing to prove that. I tend to think that IAD which has a metropolitan population of over 5.5 million to service can put a decent number of local butts in seats. Comparatively, IAD has relatively weak feed compared to many other transatlantic hubs (DTW, ATL, PHL, etc), yet supports a significant number of international flights, so clearly there must be some O+D.

Quoting FWAERJ (Reply 12):I'm not surprised that FL's new WN management is making cutbacks at BKG.

It might not be FL's management, it might be BKG because the F9 service is also getting scaled back and it is all under subsidy. Another important point is that BKG expected a WN code share on the BKG service to WN hubs and it was delayed and delayed.

Quoting Cubsrule (Reply 13):Yes, but the contrast with, say, US and PHL and CLT is that IAD has pretty healthy international O&D and is much less fragmented than NYC.

Quoting FlyPNS1 (Reply 15):But that's assuming that IAD-EZE was heavily local and that IAD-DUB and IAD-MAN will be mostly connecting,

I can't post int'l traffic data because it violates U.S. law, but the market to DUB and MAN from IAD is tiny. So, I'm not working in the absence of data. EZE will surely do better at EWR. DUB/MAN will probably be worse at IAD, but they may also need to offload some of EWR's flights because that airport is full.

Quoting MSYtristar (Reply 14):There's virtually no O&D between JAX and SJU. Around 20 PDEW last time I heard.

It's grown a lot with B6 low fares and the market traditionally drove to MCO.

I was pleasantly surprised to see this other other day, the times are good too, the 2nd flight (departs CID @ 10:30am) arrives midday and the evening departure (departs CID @ 4:30PM) times well to international flights to Europe and South America. I'm wondering if the upgauge has a little to do with rising prices on MLI-ATL since FL pulled out and maybe CID is seeing less leakage now. Plus CID can pull better from Iowa City and the ALO area. Im also wondering if they want to be compettive with southbound flights since UA has CID-IAH now and AA has always been strong to DFW.

Quoting CIDFlyer (Reply 19):Plus CID can pull better from Iowa City and the ALO area.

Better, yes, but CID probably needs another DTW flight or two before it's going to be significantly more competitive for a lot of Iowa City traffic that is going to MLI. I've had a couple of business trips to Iowa City recently and have found MLI meets my needs a lot better.

Quoting Cubsrule (Reply 20):Better, yes, but CID probably needs another DTW flight or two before it's going to be significantly more competitive for a lot of Iowa City traffic that is going to MLI. I've had a couple of business trips to Iowa City recently and have found MLI meets my needs a lot better.

which is too bad since CID essentialy is also Iowa City's airport also and about 15 miles away (many tickets get coded as Cedar Rapids/Iowa City). I know CID-DTW is at 4x daily, not sure how many flights MLI has to DTW. None the less Im thrilled to see ATL go to 3x daily and that DL is trying to beef up its CID schedule. Especially since the service was cut for nearly 2 years.

Quoting BoeingGuy (Reply 4):If I'm understanding this correctly, SJC-MSP isn't even once daily anymore? Another "benefit" of an airline merger. NW flew the route twice daily, and from what I understand it did very well.

In part, yes...but IAD markets even with non-stop service are routinely 80% smaller than NYC plus DUB/MAN do not have strong ties to WAS in terms of business traffic. They are largely tourism markets and making them more weighted toward connecting service will depress the yields. I'm just saying that I would bet they were moved to IAD partially because EWR is choked and not specifically to improve their financial performance. Conversely, I think the opposite is true of EZE.

LMFAO....has there ever been even 1 OAG change where you didn't take a jab or backhanded comment with regards to Delta? Why do you have such a hard-on for that airline?

There is nothing in that comment that expresses anything positive or negative about Delta. I make comments about all the carriers. That's what this thread is about. BTW, your off-color comment implies I "like" Delta, but your "jab" comment implies that I don't like Delta. Are you saying I'm a fanboy or a hater? I'm not even sure.

Quoting bobnwa (Reply 23):Quoting BoeingGuy (Reply 4):
If I'm understanding this correctly, SJC-MSP isn't even once daily anymore? Another "benefit" of an airline merger. NW flew the route twice daily, and from what I understand it did very well.

Where does your info come from that NW did very well on this route?

Where else do I get most of my airline information? Someone posted it previously on A.net. Is that not true? Does SJC-MSP not perform well?